Railroad block-signaling means.



Y. BURGESS Y RAILROAD BLQCKSIGNALING MEANS.

APPLICATION FILED IAN. l5. 1917.

Patented APM l naling speciiication.

entrain srkrnsfrkfrnnr ernten.. .I

*sonne nnnenss, or CHICAGO, ILLINOIS, AssIGnon fro .enmarcan sien-AL COMPANY,

or KANSAS CITY, Mrs'scnnr.

RAILROAD BLOCK-SIGNALING MEANS.

incanti.

To all whom t mag/concern.'

Be .it known that I, Yonne Bimenes, a citizen of the United States, residing at Chicago, in the ccunty ofl Cook and State of Illinois, have invented certain new and ,useful Iinrovements in Railroad Block-Sigeans, of which the following isa lviy invention relates to improvements in' railroad block signaling meansy and has among its general objects to provide a system employing signaling appliance mounted on the cab of the traveling locomotive for communication of. information to l the engineer; to provide a normally-closedcircuit system; to provide a system inwhich 'the track i for .cooperation with the cab-circuit connections may befmadephysically a part of the tracklrail proper, so" as to dispense' with 'a third rail vices.

Many other and further objects of my incontact devices that are'nrral'rigedY l ySpecification of Letters Patent.

Application filed January 15, 1817. Serial No.

or other extraneous contact de rention will become apparent to those skilled f in` the art from the following .description l and appended claims, taken in conjunctionwith the accompanying drawings,wherein I have illustrated diagrammatically the deone embodiment of my invention as applied to a double track railway, and showing the association of the cab sig-nal system with lthe trackA in various operating-conditions.:

indicates in general a' insertion of insulating bodies 13 in the rail.,1

12 which, .for distinction, I designate the blocked rail. The other rail 11, which. I terni for distinction the continuous rail is so electrically constituted and equipped as to' provide continuous electrical connections from block to block. In one rail, asll, are provided insulated control contacts that are excluded from'the track? circuit and are intended for inclusion in circuit with linstrumentalities, carried by the engine-cab, as hereafter described, the electrical continuity ofthe rail 11 being maintained by the ,vices and circuit connections constituting,

the specific illustration) rateacca apr. as, raie;

provision of a jumper 14 around each such Insulated control contact.

l Each block is provided with an electric y track-circuit coextensive with the block, each such track circuit comprising a low voltage battery 15 bridged across the rails at one end ofthe block, (the leaving end, or end more remote inlthe direction ofv'travel, in and a track relay` 16 having its magnet lavbridged by wires 17 and 18 between the rails 11 and 12, respectively, at the other, or receiving end of the block.

For the control` contact of each bloclc I l provide electrical connectors, relay-controlled to connect such'cofn'tacts wither dis-.

connect them from the'lcontinuousfrail of the track, such connectors for the'- contacts appurtenantto each block beingvgoverned by the track relay of some other block or blocks. l 4

Thus, specifically, in connection 'with the selected rail 11, Salthough either rail' will` serve)v Il rovide fdanger contacts. 20d and caution that rail land, in some of the aspects of my inve'ntionftheymay be considered as'independent of, and parallelto, the rail. I

Each track relay lcontrols the electrical connection for 'sonne of the danger and caution contacts of more or lessremote blocks'. In the particular lconstruction shown each relay armature 16s4 is shown as a switch tongue, connectedl as at-22, with the wire 17 leading to the continuous rail 11such switch tongue playingbetween two front' contacts and a back contact; One of the two front "contacts 20c for cooperation with: moving contacts carried by the train. These contacts forms the terminal of the wire 23,

leading back, (or counter to the direction of travel), along the 'next adjoining block and connected to a suitable plurality of insulated danger contacts 20d, two contacts being shown respectively near the leading and leaving ends of that block. The remaining front contact has a wire connection 24 extending in the same direction, preferably to the caution Contact 20c of. the block next adjoining and also to a caution contact 20c preferably near the leaving endl of the second block back from the relay. The back contact of the relay is connected with this Wire 24: by a branch 25 including; a resistance element 26. l

With the arrangement thus far described, under the normal condition of 'the track circuit for each block the track relay thereof is energized, and the consequent closure of its arma-ture-snf'itch los against the 'iront contacts ai'ords electrical connection between the -respective danger and caution contacts governed by said relay and the continuous rail 11. Thus each appartenant danger contact 2()d has connections 23, 13S, 22 and 17 to the continuous rail 11 and each caution contact 2()c has kindred connections 24:, 165, 22 and 17 to said rail 11. When the track relay is denergized for any reason, Whether byv thebrealring of a rail, the opening of some track-switch the closure et which is requisite to `maintenance oi the electrical continuity of either rail (as at 10S), or because oi' the short circuiting of the track circuit by the presence of a train inv the block, (the Wheels of which train bridge the rails 11 and 12), the consequent de'e'nergization of the track relay and retraction of its armature 16s breaks the connection for the danger control contacts affected thereby and introduces the resistance 26 inthe appropriatel cautioln control connections affected thereby.

On the cab ot' each locomotive 1 provide, for the engineers guidance, a set oi signal appliances responsive to conditions of the track-contact connections to set various signals. The cab devices comprise a main circuit', `governed as to ite continuity by the control-contact connections ofthe track apparatus; and, further, signal circuits att'ected by the conditions in 'he main circuit, a brake-controlling circuit also affected by the conditions of the main circuit, and a release circuit for modifying the automatic` operation ot' the brake controllingg` devices.

Referring' 'to the lower right hand diagram, 'showing the lea ding east bound. train, that is running under normal or clear signal conditions, 3() indicates in Lejeneral a. train 31 l'reing a pair oi wheels electrically connected by an axle.` and being an insulated Wheel constituting a rolling contact for eoaction with the track contacts. 0i' course if the track contacts are placed parallel with the rail instead oi included-therein, the part 32 would be any suitably disposed traveling contact on the cab. Between wheels 3l and 32 connected a niain oircuit that is dependent for its continuity upon the connection between thc two wheels ali'orded by the track. 33 indicates a generator, preferably compound Wound, shown as having a shunt ield winding 34.- oii relatively high resistance and a series field winding 35 that connects with al wire 36 leadin to wheel 31 and constituting' part of g tlieinain circuit. From the other Wheel contact 32 Wire 37 leads back to the remaining pole of the dynamo through multiple branches 38 and 39Y `resgectively including danger magnet 40 and cantieri magnet l1, each'said magnet having its other terminal connected to a front contact for its respective armature 4&0" or,A 41 and said armatures being connected in common by branchwvires 43 and el@ Witi the remaining terminal of the generator. The magnets Al() and 41 are so Wound and spring adjusted, and the field `windings of the generator arc so vproportioned, that the current rel, quired to hold the armature of magnet Lil.l attracted. must be greater than that requisite to maintain the magnet i0 eiiectively energized to hold ,its armature in attracted position; and the resistance elemeinL 26, associated with each cautioncontrol contact, is so proportioned that, when. included in series with the series field Winding 35 of the greneratorv and consequently decreasing` the strength of the ield,i t cuts doivn the `gei'ierator voltage to a point where the current is insul'lloient to maintain caution magnet 41 e'ectively magnetized, though sulicient eiectively to magnetico darunter77 magnet ,40. ln consequence of the stated proportioning it will be apparent that as long as the Wheels 31 and 32 have lo\vre sist-ance connection therebetween, both magnets l0 and el are effectively energized; that when a resistance 26 is included. in the connection between the wheels 31 and 32 danger magnet 4l() remains effectively enn ergized but caution magnet 41 becomes effectively denergized, and that upon complete rupture of the electrical connections between Wheels 31 and 32 both magnets 4() and 41 become` denergized.

The first mentioned condition (that with low 'resistance connection between Wheels 31 and 32) is a normal running condition of vthe circuit; the second mentioned condition (with a resistance 26 between Wheels 31 and is that which exists whenever a caution signal is. called for b the condition of the track devices; and t e third condition (rupture of the cab circuit between Wheels 3l and 32) is that encountered whenever a danger signal is called for.k To signalize the respective existence of the stated conditions three lamps are provided as convenient annunciators, these being' a green lamp 5() to indicate clearf a' yellow lamp 51 to indicate caution and a. red lamp 52 to indicate dringen A Wire 53 from the appropriate terminal oi' the generator serves, in common, one terminal ol each oi the lamps and connects with. a brake-magnet yThe armature of this brake magnet controls 'the air brakes, sup plementally to the'usual manual control, so that Whenever the armature is retracted the lov 1 lll the track relay for blockC brakes .are automatically set.

From, the other terminal of this magnet 54 a wire 55 runs to one of the front contacts of danger magnet 40, and in switchcontrolled parallel with the brake magnets is disposed a magnet 56that has an xarmature 56.y Clear lamp 50 has its vremaining terminal connected at 57 .direct to the front contact of armature 41 for caution magnet 41; caution lamp 5l has its terminal-connected at 58 to afront contact of armature 56 which in turn is connected by wire 58 with the back Contact for Aarmature 41 of the caution relay. Danger lamp 52 has its'remaining terminal connected by wire 59 with the back contact for armature 40 of danger magnet 40. A connection 60 runs from wire 43 to the bottom contact of a manually operable proceed switch 61, the tongue of which is connected with wire 55, forming, with respect to the brake magnetcircuit anormally open jumperaround the armature switch 40 so thatwhen the proceed switch tongue is depressed it aliords a closed circuit for the brake magnet notwithstandin that the normal brake-magnet circuit maye broken at armature 40. The top, normally closed contact of' said proceed switch connects with wire 62 that includes magnet 56 and lead to wire 53,'- so that closure of the proceed switch opens the circuit for magnet 56, which normally is 1n direct parallel with brakemagnet 54. 1

Several operating conditions are shown in the drawings. The leading east-bound train has a clear track ahead. All of the control contacts in its block, D, are electrica'll connected with the continuous rail. onsequently whenever the train may be within that block, whether with its wheel 32 on a control contact or not, the main cab circuit is closed via 33, 35, 36, 31, rail 1l (or'low resistance connections between control contacts and said rail 40, 40', 43 and 39, 41, 41', 44, 33. Ylfhus as Shown by the heavy line circuit clear signal-lamp 50 is energized by 4connections 33, 44, 41, 57, 50, 53, 33 while the brake magnet 54 also is energized through the circuit 33,

43, 40', 55,54, '53, 33, and the-brake applying armature is held in normal, non-operatmg position.r The west bound train is displaymg a caution signal. Owing to the opening of the siding switch illustrated at S,

which, if so desired, may be built to rupture the track circuit when soopened, and also because of the presenceof a car in the siding.

that it does not `clear the track (shown by the fact that its wheels are still in the stub l0 'of the siding, the rails of which have electrical connection with the corresponding rails of thev main track, is denergized, its armature stands connectedwith the back contact, and so the main caio in such position the first east bound tram 11), 32, 37, branches 38,'

circuit includes Y in it the track resistance 26 heavy line circuit.' This circuit may he traced as follows: generator 33, series field 35, 36, 31, continuous rail connections to track circuit Wire 17, armature switch 16S, resistance 26, wire 24, caution-control contact 20, whcreon'the insulated wheel. 32 of the cab rests, Wire 37, branch 39, relay 4l, armature 41, connection 44 to the remaining terminal of the generator 33. Under these con` ditions, with the track resistance included in the main circuit in series with the field winding 35 of the generator, caution magnet 41 is eectlvely denergized audits armature is retracted, consequently breaking the sigg naling circuit for the clear lamp 5() at 41', and

lamp 51 as 53, caution armature 41, connections 44 to generator. Under these conditions, since themamiet 40 remains energized, and its front contacts are closed, brakel magnet 54, and its parallel magnet 56`rema1n energized, so that there is no automatic application of brakes.

rlhe second east bound train. shows the danger signal, owing Its insulated wheel 32 stands in connection with a danger contact 20cl that now has no connection with the continuous rail 11 .on which connector opening of the armature switch connection,

16L-23, at the relay for a block ahead. Consequently the mam cab'circuit heretofore de :scribed stands completely denergized, both magnets 40 and 41 havin dropped their armatures, so that the bra ie magnet also has become denergized and the brakes have automatically set. Under these conditions the lred lamp glows, its circuit being via the generator, 53, 52, 59, 40', 43, genera-` tor, the circuit for the clear lamp 5Gv being broken at the armature switch 41' and the circuit for the caution lamp 51 being broken 'at the armature switch 56 y The engineer may have to run the train, notwithstanding the danger signal, manually superseding the automatic operation of.

the brake-controlling magnet 54. This he 'may do by depressing proceed switch 61, establishing for the brake magnet 54y a circuit 33, 53, 54, 55, proceed switch tongue'l, lower contact, 60, 43, 33 so that magnet armature isagain attracted.-

While I have herein describedin some detail a specific embodiment of my invention it will be apparent to those skilled in the art thatmany changes of structure and ar- I i rangement' may be made without departure rom the principles of my invention within the scope of the appended claims. y Having described my invention, what l claim is:- L 4 i.. ln a block signal system, the combinaclosing a circuit for the caution' follows: generator, lcommon wire lamp 51, connections 58, 56', 58',-

to thel presence ofv in the block ahead.

as shown by the se i ce l

31 stands, owing to the are iis

the brakefait tion of a track having,` a rail divided into block sections insulated from each other and a rail electrically continuous 'from block to block, one said rail including, within each block-area, insulated danger and caution rail-contacts, each spanned by a bond uniting the flanking major portions of' the rail, nieans normally establishing low re sistance electrical connection between the danger and caution contacts respecH tively and the continuous rail, a resistance for each caution contact normally eX- cluded from the connection of said contact with the continuous rail, automatic means for each block, responsive to predetermined conditions, for opening the connection of the danger contact of a foreign block with the continuous rail. and to include 'the resistance igor a caution contact of a foreign block in its stated connection with the continuous rail, and calsignaling means comprising cab-carried circuit connections gov* erncd by the rail contacts and the varying electrical relations of the latter to the continuous rail, a generator having two field windings, the said cab-carried circuit in'- cluding one field winding, electroresponsivc signal-controlling means dierently responsive to higher voltage current, to lower voltage current and to current cessation, anda circuit including the electro-responsive siii;-y

nal controlling means and the other fie winding.

in a double-track block signal system, the combination, with two traiiic tracks cach y:prising a rail divided into block sections insulated from each other and a rail electrically continuous froniblock to block, one of said rails including within the area of each block a plurality of rail contacts insulated from the general rail and constituting respectively danger and caution contacts, each said contact spanned by an electrical conductor uniting the contiguous portion of the general rail; .a track circuit for each block includingl the general portions of two rails and the contact-spanning conductors, a source of current supply, and a relay-coil; means to establish low resistance connection or tc open the connection between the danger contact of sonic other block and the continuous rail' controlled. by the relay ot each block, means i'or establishing low resistance. connection or high resistance con nection between the continuous rail and two caution crnitacts7 one in the next bloclr. the other more remote block', controlled by the traclr relay et each. block.; and cai signalingJ means comprising a generator having a higureeastance shunt field winding and se' es iield winding', circuit conons for said series field windingl includneel contactQ for cooperatu'ig with. the

er?" and caution traclocontacts, elec- ;ponsive devices in said can circuit dilijerently responsive to the low resistance,

high resistance and open circuit conditions eiiected between the trackv contacts and the continuous rail, and signal devices governed by said electroresponsive devices.

3. ln a block signal system the combination oi' a traliic track comprising arail divided into block sections insulated from each other, a rail extending electrically-continuously troni bloclr to bloclr, iixed contacts apurtenant to said continuous rail and including, within each block area, danger and caution i cont cts, means normally establishing low resistance electrical connection between each said contacts and the contin-4 uous rail, a resistance -for each. caution contact normally excluded romthe connection of said contact with the continuous urail, electrical means associated with each block, comprising; a relay bridging the rails, and a source of current supply for the block liliewise bridging the rails, said relay controlling the connections for the danger contacts and caution contacts of foreign blocks and operable, when the relay is efu fectively denergized, to open the appurtenant danger contact connection and include the resistance for a i caution contact in the connection of said contact with the continuous rail, and cab signaling means comprising .a windings, circuit connections governed by connection of danger or caution contacts and the continuous rail, said circuit connections including' one of said field windl 'ings and elcctro-responsive devices diderently responsive to low resistance connection, higher resistance connection, and disconnection, respectively, of any said contact with the continuous rail. y

a. ln a block signal system the combination of cab carried devices comprising a enerator having two field windings, signal evices aiiording a circuit l'for one said wind-- ing, main circuit connections from said generator to traveling contact devices including tlie other said winding, electro-responsive means in said inain-circuit that are diii'er'- ently responsive to low resistance connection., higher resistance connection, and onen circuit conditions, between said traveling contacts; and associated track apparatus comprising contact-portions for rester" 'e cooperation with the said traveling itacts of the cab, and automatic :means for e, tablisliing low' resistance connection, higher resistance connection, or open circuit conditions as between saidI contacbpcrtions.

5. in a bloclr signal system. the combination ci a trailic track courgerisin?,x a rail digenerator having two iield4 relay, said relay controlling the connection of danger and caution contacts of some foreign block with the continuous' rail and operating when de'c'rnergizied to break the connectionof the appurtenant danger contacts with said continuous rail and lto include the resistance for a caution contact in its connection with'the continuous rail; and cab signaling means comprising a dynamo generatcr having two field windings, one in shunt and the other included in the main cab circuit, said main cab circuit comprising connections governed by the rail contacts and also electro-responsive devices differently responsive tolow resistance connection, higher resistance connectionl and disconnection of said contacts with respect to said continuous rail7 and signaling means governed by said electroresponsive devices for signalizing the existence of said respective conditions of the track contacts.

6. In a block signal system the combination of a traffic track comprising a rail divided into block sections insulated from each other, a rail electrically continuous from block to block including within each block area insulated danger andl caution rail contacts, each spanned by a bond uniting the contiguous portions of the rail, means normally' establishing low resistance electri cal connection between each danger contact and cautlonl contact and the continuous rail, a resistance for each caution contacty normally excluded from its said connection with the continuous rail, a track circuit for each home block, including a source ot' current supply, the blocked rail, a portion of the continuous rail and the .Winding of a relay, said relay controlling the connection of danger and caution contacts of some foreign block with the continuous rail and operating when denergized to break the connection of the appurtenant danger contacts with said continuous rail and to include the resistance for a caution contact in its connection with the continuous rail; and

ycab signaling means comprising a dynamo source of current supply having two wind-- inofs signal devices afordiiw a circuit for one said Winding, main circuit connections from said source of current supply to traveling contact devices including the other said winding, and electro-responsive means in said main circuit that are differently responsive to low resistance connection, higher resistance connection, and open circuit conditions, between said traveling contacts.

8. In 'the cab-circuit or' a block signal system, the combination of a generator, a

main circuit, parallel dan-ger and caution relays arranged to release their armatures under diiierent voltage-conditions, an auxiliary relay controlled by the danger-'relay, and three signal circuits, two controlled b the respective danger and caution relays and the third controlled jointly by the caution and i auxiliary relays.

In testimony whereof I hereunto set my hand.

YORKE BURGESS. 

